Aviation yoke hsi interface and flight deck control indicator and selector safety system

ABSTRACT

An aviation yoke HSI interface and flight deck control indicator and selector safety system enhances flight safety. The system incorporates a multi-controlled HSI with a yoke heading adjustment control, a yoke VOR radial selector, and a yoke heading centering control positioned on the captain yoke. The system may also incorporate a first officer multi-controlled HSI with a first officer yoke heading adjustment control, a first officer yoke VOR radial selector, and a first officer yoke heading and course centering control positioned on the first officer yoke. An autopilot mode indicator visually indicates whether an autopilot is flying according to a desired heading or according to a VOR radial signal. A side selector-indicator control permits selection of which side controls the flight of the aircraft. A first control unit and a second control unit may be in electrical communication with both sides to fly the aircraft in autopilot.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.11/604,523, filed on Nov. 27, 2006, the content of which is herebyincorporated by reference in its entirety.

TECHNICAL FIELD

The instant invention relates to an aviation yoke with HSI controls andflight deck control indicator and selector safety system, and, moreparticularly, relates to a system for allowing a pilot to change aheading and select a course on an HSI while grasping a yoke with bothhands, and a selector and indicator system for quickly determining whichseat has control of an aircraft.

BACKGROUND OF THE INVENTION

Like other modes of transportation, flying is dangerous. Unlike othermodes of transportation, aircraft are capable of traveling at relativelyhigh speed at great altitude. Thus, unlike other modes oftransportation, extensive training is required before one may safelypilot an aircraft. A large portion of a pilot's training is the safenavigation of the aircraft from one location to another. After all, totransport people or things requires the ability to ascertain the currentlocation of the aircraft with respect to the destination.

The navigation process begins prior to departure. The pilot determinesthe most appropriate flight path from the current location, taking intoaccount factors such as weight of the aircraft, fuel required, weatherconditions between the departure and arrival location. During theflight, the pilot records the progress of the flight against the flightplan. This exercise helps identify potential problems prior to thoseproblems becoming emergencies. The pilot may use two basic methods fornavigating an aircraft.

The first basic navigation method is according to VFR, or Visual FlightRules. The second is IFR, or Instrument Flight Rules. While flyingaccording to the IFR, many instruments on a flight deck of an aircraftare used. One of the primary navigational aids that the pilot uses todetermine whether the aircraft is on the planned flight path is a HSI,or Horizontal Situation Indicator.

The HSI provides a visualization of the position of the aircraft withrespect to a VOR (VHF Omnidirectional Radio Range) radial signalbroadcast by a VOR station, which are known in the art. The HSI also hasa compass integrated into it that displays the direction that the planeis headed with regard to the earth's magnetic field. The heading of theaircraft is determined with the compass. To successfully navigatethrough the “airways in the sky,” the pilot tunes into desiredfrequencies broadcast from a VOR station. Each VOR station has a uniquefrequency that it broadcasts two 30 Hz reference signals to encodedirection to and from the VOR station along VOR radials. By tuning intothe VOR station frequency, for instance located at an airport, anddecoding the phase difference between the two 30 Hz signals arepresentation of any one of the radials may be displayed on the HSI.Thus, the HSI provides visual and numerical information of where theaircraft is relative to the VOR radial that the pilot desires to use.

During flight, the pilot, in part, monitors the HSI to verify thelocation of the aircraft against the flight plan. Also during flight,the desired heading and the VOR radials may be changed or adjustedmultiple times, depending on the length of the trip, to guide theaircraft from one VOR radial signal to a next VOR radial signal alongthe scheduled flight path. The HSI has two controls on its face. Aheading select knob controls the position of a heading select bug whichindicates the desired heading of the aircraft. A course select knob isused to select the VOR radial. The heading select knob and the courseselect knob are located on a front face of the HSI. To select the VORradial or move the adjustable heading bug, the pilot must release onehand from the yoke or a throttle and grasp and rotate the knob to makethe adjustment. Releasing the yoke creates safety issues in at least twosituations.

The first situation occurs when flying into or out of high densitytraffic areas. In high density traffic areas, where there are many otheraircraft in the vicinity, quickly identifying potential collisioncourses and taking immediate evasive action may be the differencebetween a near miss and a collision. The second situation occurs in badweather where the pilot may have difficulty adjusting the aircraft'sattitude in response to external forces. Again, releasing the hand fromthe yoke to make an adjustment to the HSI creates safety problems. Bothsituations are aggravated by darkness when flying according to IFR. Tomake matters worse, if there is only a single pilot, making a landingapproach in bad weather or in darkness is a safety hazard not only forthe pilot and passengers, but for the people on the ground. In all ofthese situations maximizing control of the aircraft by keeping two handson a yoke is preferable. However, it is often necessary to adjust theheading and select a new course on the HSI while flying under theseconditions. So, the pilot will often risk losing control of the aircraftby flying one handed to make a heading or a course adjustment.

Fortunately, many aircraft have two seats, the captain's seat, and thefirst officer's or right seat. Each seat has its own set of flightcontrols complimented by similar gages. The purpose of multiple seatswith multiple flight controls is improve safety by providing at leastone redundant set of controls and instruments in case of the failure ofthe primary set. However, the captain's controls generally do notinteract with the first officer's controls, meaning that little, if any,information is exchanged between the two. Therefore, in the severeweather and high density traffic situations discussed above, the pilotsitting in the captain's seat is in sole control of the aircraft, evenif another pilot is sitting in the first officer's seat. In other words,the first officer is unable to help fly the aircraft even if the captainmade a request for help.

What has been missing in the art has been a system by which the pilotmay maintain a firm grip on the yoke, however, a system which allows thepilot to adjust the heading and the course of the aircraft while at thesame time gripping the yoke with both hands. In addition, the prior artis missing a system that allows one pilot to transfer part of thenavigation responsibilities to the other pilot. Furthermore, the art hasbeen missing a system where the pilot may quickly assess which set ofinstruments has control of the aircraft.

SUMMARY OF INVENTION

In its most general configuration, the present invention advances thestate of the art with a variety of new capabilities and overcomes manyof the shortcomings of prior devices in new and novel ways. In its mostgeneral sense, the present invention overcomes the shortcomings andlimitations of the prior art in any of a number of generally effectiveconfigurations. The instant invention demonstrates such capabilities andovercomes many of the shortcomings of prior methods in new and novelways.

In one embodiment of the aviation yoke HSI interface and flight deckcontrol indicator and selector safety system, a pilot may sit in acaptain's seat on a flight deck of an aircraft. The pilot may grip acaptain yoke to adjust the altitude and attitude of the aircraft. Aninstrument panel contains a plurality of instruments for displayingflight critical information. A multi-controlled HSI is also located onthe instrument panel.

The multi-controlled HSI has a compass that visually indicates anorientation of the earth's magnetic field. The compass has a compassperimeter and a plurality of radial measurement indicia that are locatedalong the compass perimeter. An actual heading of the aircraft isdetermined by the alignment of a heading indicator to the radialmeasurement indicia.

The multi-controlled HSI has an adjustable heading bug. The adjustableheading bug is in operable communication with a heading adjustmentcontrol. The adjustable heading bug is selectively positioned along thecompass perimeter. It rotates with the compass. The relationship betweenthe adjustable heading bug and the radial measurement indicia indicatesa desired heading of the aircraft. The multi-controlled HSI also has aVOR radial indicator. The VOR radial indicator visually indicates arepresentation of a VOR radial signal and is positioned within thecompass perimeter. The VOR radial indicator rotates with the compass inresponse to a change in the actual heading of the aircraft. The pilotselects the VOR station and then operates a VOR radial selector toselect one of the VOR radial signals emitted from the selected VORstation.

In one embodiment of the present invention, the captain yoke has a yokeheading adjustment control. The yoke heading adjustment control controlsthe position of the adjustable heading bug. In another embodiment, thesystem has a yoke VOR radial selector. The yoke VOR radial selectorcontrols the selection of the VOR radial signal displayed on the VORradial indicator.

The yoke heading adjustment control and the yoke VOR radial selectorgenerally allow the pilot move the adjustable heading bug and select theVOR radial signal at any time. In another embodiment of the instantinvention, the system may have a mode selector which is a safety controldesigned to prevent unintentional operation of the yoke headingadjustment control and the yoke VOR radial selector. The mode selectorhas two modes. One mode is a heading bug mode. The other mode is a VORradial mode. The heading bug mode facilitates operation between the yokeheading adjustment control and the adjustable heading bug. Similarly,prior to operating the yoke VOR radial selector, the VOR radial modemust be operated. The mode selector may be positioned at variouslocations on the flight deck within reach of the captain's seat.

In another embodiment of the instant invention, the system may have ayoke heading centering control that controls the position of theadjustable heading bug. The heading bug mode facilitates operationbetween the yoke heading centering control and the adjustable headingbug. The yoke heading centering control, the yoke heading adjustmentcontrol, and the yoke VOR radial selector, may be separate devices or becontained within a single unit. In another embodiment of the instantinvention, the system may incorporate a first control unit. The firstcontrol unit interfaces the various components with an aircraft primarycontrol system, particularly with the navigational aid devices, such asthe multi-controlled HSI.

As is commonly known in the art, the flight deck may have a single seat,or the flight deck may have multiple seats. The seat on the left side ofthe flight deck is commonly referred to as the captain's seat, with theseat on the right side of the flight deck referred to as a right seat ora first officer's seat.

The instrument panel contains a first officer multi-controlled HSI. Thefirst officer multi-controlled HSI has a first officer compass. Thefirst officer compass has a first officer compass perimeter and aplurality of first officer radial measurement indicia that are locatedalong the first officer compass perimeter. In another embodiment of theinstant invention, the first officer multi-controlled HSI has a firstofficer adjustable heading bug. The first officer adjustable heading bugis in operable communication with a first officer heading adjustmentcontrol. A first officer VOR radial indicator visually indicates arepresentation of a first officer VOR radial signal selected by thepilot. The first officer VOR radial indicator is positioned within thefirst officer compass perimeter.

In one embodiment of the present invention, the first officer yoke has afirst officer yoke heading adjustment control. The first officer yokeheading adjustment control controls the position of the first officeradjustable heading bug. In another embodiment, the instant invention hasa first officer yoke VOR radial selector. The first officer yoke VORradial selector controls selection of the first officer VOR radialsignal. In another embodiment of the instant invention, the system mayhave a first officer mode selector which is a safety control designed toprevent unintentional operation of the first officer yoke headingadjustment control and the first officer yoke VOR radial selector.Similar to the mode selector, the first officer mode selector may havetwo modes. One mode is a first officer heading bug mode. The other modeis a first officer VOR radial mode.

The first officer heading bug mode facilitates operation between thefirst officer yoke heading adjustment control and the first officeradjustable heading bug. The first officer mode selector may bepositioned at various locations on the flight deck within reach of thefirst officer's seat. The pilot may then quickly and easily selectbetween the first officer heading bug mode and the first officer VORradial mode.

In another embodiment of the instant invention, the system has a firstofficer yoke heading centering control that controls the position of thefirst officer adjustable heading bug. The first officer heading bug modealso facilitates operation between the first officer yoke headingcentering control and the first officer adjustable heading bug. Thefirst officer yoke heading centering control causes the first officeradjustable heading bug to move along the first officer compass perimeterand align with the first officer radial measurement indicia currentlyaligned with the first officer heading indicator. The first officer yokeheading centering control, the first officer yoke heading adjustmentcontrol, and the first officer yoke VOR radial selector, may be separatedevices or be contained within a single unit.

In another embodiment with the flight deck with two seats, the systemhas a side control selector. The side control selector has a captainside selector and a first officer side selector. In this embodiment, thepilot may operate the selectors in combination with the controls and themode selector to move the heading bug and the first officer heading bug.

In another similar embodiment of the instant invention, the aviationyoke HSI interface and flight deck control indicator and selector safetysystem further includes a first officer side control selector having afirst officer captain side selector and a first officer copilot sideselector. The operation of the first officer side control selector issimilar to the side control selector. In one particular embodiment, thecontrols and the first officer controls may be integrated, into a singleafter-market component.

These variations, modifications, alternatives, and alterations of thevarious preferred embodiments may be used alone or in combination withone another, as will become more readily apparent to those with skill inthe art with reference to the following detailed description of thepreferred embodiments and the accompanying figures and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Without limiting the scope of the present invention as claimed below andreferring now to the drawings and figures:

FIG. 1 is an embodiment of the present invention showing a flight deckhaving a captain's seat and a first officer's seat, not to scale;

FIG. 2 is an embodiment of a multi-controlled HSI of the presentinvention, not to scale;

FIG. 3 is a schematic of an embodiment of the present invention having afirst control unit, not to scale;

FIG. 4 is an embodiment of the present invention showing the flight deckhaving the captain's seat, the first officer's seat, a mode selector,and a first officer mode selector; not to scale;

FIG. 5 is an embodiment of a first officer multi-controlled HSI of thepresent invention, not to scale;

FIG. 6 is a schematic of an embodiment of the present invention havingthe first control unit for an embodiment of the present invention havingthe captain's seat and the first officer's seat, not to scale;

FIG. 7 is an embodiment of the present invention having a side controlselector and a first officer side control selector, not to scale;

FIG. 8 is a schematic of an embodiment of the present invention havingthe first control unit and a second control unit for an embodiment ofthe present invention having the captain's seat and the first officer'sseat, not to scale;

FIG. 9 is a schematic of an embodiment of the present invention having ayoke heading adjustment control, a yoke VOR radial selector, and a yokeheading centering control integrated into a single after-marketcomponent, not to scale; and

FIG. 10 is a schematic of an embodiment of the present invention havinga first officer yoke heading adjustment control, a first officer yokeVOR radial selector, and a first officer yoke heading centering controlintegrated into a single after-market component.

DETAILED DESCRIPTION OF THE INVENTION

An aviation yoke HSI interface and flight deck control indicator andselector safety system (100) of the instant invention enables asignificant advance in the state of the art. The preferred embodimentsof the device accomplish this by new and novel arrangements of elementsand methods that are configured in unique and novel ways and whichdemonstrate previously unavailable but preferred and desirablecapabilities. The detailed description set forth below in connectionwith the drawings is intended merely as a description of the presentlypreferred embodiments of the invention, and is not intended to representthe only form in which the present invention may be constructed orutilized. The description sets forth the designs, functions, means, andmethods of implementing the invention in connection with the illustratedembodiments. It is to be understood, however, that the same orequivalent functions and features may be accomplished by differentembodiments that are also intended to be encompassed within the spiritand scope of the invention.

One embodiment of the aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) will be describedfirst with reference to FIG. 1. A pilot may sit in a captain's seat (12)on a flight deck (10) of an aircraft, as is known in the art. By way ofexample, and not limitation, the aircraft may include prop-powered, aswell as, jet-powered aircraft. In addition, the aircraft may be ahelicopter. The pilot may grip a captain yoke (14) to adjust thealtitude and attitude of the aircraft. Although a commonly used yokedesign is shown in FIG. 1, one skilled in the art will observe that thecaptain yoke (14) may be a “stick” found in military aircraft or inhelicopters. An instrument panel (20) contains a plurality ofinstruments for displaying flight critical information, such as analtimeter, an air speed indicator, a vertical speed indicator, analtitude director indicator (ADI), and turn-and-slip indicators, namingonly some of the common instruments. As seen in FIG. 1, amulti-controlled HSI (200) is also located on the instrument panel (20).

One embodiment of the multi-controlled HSI (200) is seen in FIG. 2. Themulti-controlled HSI (200) has a compass (210) that visually indicatesan orientation of the earth's magnetic field. The compass (210) rotatesas the pilot banks the airplane away from the current direction. Withcontinued reference to FIG. 2, the compass (210) has a compass perimeter(212) and a plurality of radial measurement indicia (214) that arelocated along the compass perimeter (212). An actual heading of theaircraft is determined by the alignment of a heading indicator (220),commonly referred to as a “lubber line,” to the radial measurementindicia (214). For example, as seen in FIG. 2, the radial measurementindicia (214) are aligned with the heading indicator (220) at “0”degrees. Thus, the actual heading is “0” degrees, or due north.

With continue reference to FIG. 2, the multi-controlled HSI (200) has anadjustable heading bug (230). The adjustable heading bug (230) is inoperable communication with a heading adjustment control (240), commonlyreferred to as a heading select knob. Operable communication means thatwhen the heading adjustment control (240) is operated, the adjustableheading bug (230) moves in relation to the heading adjustment control(240). The heading adjustment control (240) may be a knob that rotatesor another device that is capable of being manipulated with fingers andwhich causes the adjustable heading bug (230) to move.

The adjustable heading bug (230) is selectively positioned along thecompass perimeter (212), as seen in FIG. 2. Thus, once the adjustableheading bug (230) is positioned along the compass perimeter (212) withrespect to the radial measurement indicia (214), it rotates with thecompass (210). The relationship between the adjustable heading bug (230)and the radial measurement indicia (214) indicates a desired heading ofthe aircraft. That is, the pilot moves the adjustable heading bug (230)along the radial measurement indicia (214) to the desired heading. Oncethe adjustable heading bug (230) is positioned, the pilot has a reminderof which direction the aircraft should be oriented. The adjustableheading bug (230) may be coupled to an autopilot or a flight directorsystem, known in the art. When the autopilot is engaged, it may fly theaircraft to bring the desired heading into alignment with the headingindicator (220). For example, as seen in FIG. 2, the desired heading is340 degrees as determined by the position of the adjustable heading bug(230) with respect to the radial measurement indicia (214). Therefore,knowing that the actual heading is 0 degrees and the desired heading is340 degrees, the pilot knows to bank the aircraft left to bring theaircraft to the desired heading, thus bringing the adjustable headingbug (230) into alignment with the heading indicator (220). Themulti-controlled HSI (200) also has a VOR radial indicator (250).

As is known in the art, a VOR station is a primary navigation aid usedby civil aviation. The VOR station is oriented to magnetic north andtransmits azimuth information to the aircraft. The VOR station provides360 courses, one for each degree, TO and FROM the VOR station. The 360courses are referred to as VOR radial signals. Therefore, there are 360VOR radial signals per VOR station. As seen in FIG. 2, the VOR radialindicator (250) visually indicates a representation of the VOR radialsignal and is positioned within the compass perimeter (212). The VORradial indicator (250) rotates with the compass (210) in response to achange in the actual heading of the aircraft, thereby providing thepilot with a visual presentation of the orientation of the aircraft withrespect to the VOR radial signal. The VOR radial indictor (250) may alsotranslate along a course deviation scale within the compass perimeter(212) as the aircraft flies along the actual heading. The pilot selectsthe VOR station and then operates a VOR radial selector (260), as seenin FIG. 2, to select one of the VOR radial signals emitted from theselected VOR station. The VOR radial selector (260) is commonly referredto as a course select knob, or an omnibearing selector (OBS) knob.

While FIG. 2 shows the VOR radial indicator (250) as a unitary arrow,the VOR radial indicator (250) may have a number of component parts. Byway of example and not limitation, the VOR radial indicator (250) may becomprised of (i) a course select pointer as represented by just thearrow head and (ii) a course deviation bar, or CDI, which is representedby the shaft of the arrow, as are known in the art.

As previously mentioned, the VOR radial indicator (250) may translateback and forth on the course deviation scale (the vertical hash lines inthe center of FIG. 2), to visually depict the distance and theorientation that the aircraft is from the selected VOR radial signal. Inaddition, the multi-controlled HSI (200) may have an aircraft symbol ina fixed position in the center of the multi-controlled HSI (200) inorder to help the pilot visualize the orientation of the VOR radialsignal with respect to the aircraft. Finally, the multi-controlled HSI(200) may have glide-slope deviation scales on each side, as seen inFIG. 2, and TO/FROM indicators (not shown) to indicate whether theaircraft is traveling toward or away from the selected VOR station.

Referring once again to FIG. 1, in one embodiment of the presentinvention, the captain yoke (14) has a yoke heading adjustment control(300). The yoke heading adjustment control (300) controls the positionof the adjustable heading bug (230), seen in FIG. 2. By way of exampleand not limitation, the yoke heading adjustment control (300) may be arheostat or potentiometer type control allowing the pilot to move theadjustable heading bug (230) clockwise or counterclockwise along thecompass perimeter (212) to a new desired heading. While FIG. 1illustrates the position of the yoke heading adjustment control (300) onthe right side of the captain yoke (14), the yoke heading adjustmentcontrol (300) may be located anywhere on the captain yoke (14) that iseasily accessible to one of the pilot's hands, particularly the pilot'sfingers. By way of example and not limitation, the yoke headingadjustment control (300) may be a knob, roller ball, joystick, or othercontrol, preferably a control device sized to be operated by a singlehuman digit, or between two digits. Placement of the yoke headingadjustment control (300) on the captain yoke (14) gives the pilotconvenient and safe access to a control that allows the pilot to movethe adjustable heading bug (230) without having to release the captainyoke (14) and reach forward to the instrument panel (20) to operate theheading adjustment control (240).

In another embodiment, with continued reference to FIG. 1, the system(100) has a yoke VOR radial selector (310). The yoke VOR radial selector(310) controls the selection of the VOR radial signal displayed on theVOR radial indicator (250). Similar to the yoke heading adjustmentcontrol (300), the yoke VOR radial selector (310) is positioned on thecaptain yoke (14). While FIG. 1 illustrates the position of the yoke VORradial selector (310) on the right side of the captain yoke (14), theyoke VOR radial selector (310) may be located anywhere on the captainyoke (14) that is easily accessible to one of the pilot's hands,particularly the pilot's fingers. The yoke heading adjustment control(300) may be positioned so that it is operated with, for example, theleft hand, and the yoke VOR radial selector (310) may be positioned onthe opposite side of the captain yoke (14), as seen in FIG. 1, so thatthe yoke VOR radial selector (310) may be operated with, for example,the right hand. As previously discussed with respect to the yoke headingadjustment control (300), and by way of example and not limitation, theyoke VOR radial selector (310) may be a knob, roller ball, joystick, orother type of control that is preferably a control device sized to beoperated by a single digit, or between two digits.

The yoke heading adjustment control (300) and the yoke VOR radialselector (310) generally allow the pilot to move the adjustable headingbug (230) and select the VOR radial signal at any time. However, inanother embodiment of the instant invention, and with continuedreference to FIGS. 1 and 2, the system (100) may have a mode selector(600) which is a safety control designed to prevent unintentionaloperation of the yoke heading adjustment control (300) and the yoke VORradial selector (310). The mode selector (600) has two modes. One modeis a heading bug mode (610). The other mode is a VOR radial mode (620).The heading bug mode (610) facilitates operation between the yokeheading adjustment control (300) and the adjustable heading bug (230),seen in FIG. 2. “Facilitates operation” means that prior to actuallycontrolling the movement of the adjustable heading bug (230), theheading bug mode (610) must be operated, and, similarly, prior tooperating the yoke VOR radial selector (310), the VOR radial mode (620)must be operated. For example, to change the displayed VOR radial signalwith the yoke VOR radial selector (310), the pilot must first activatethe VOR radial mode (620) followed by the yoke VOR radial selector(310). Similarly, to operate the yoke heading adjustment control (300),the pilot must first activate the heading bug mode (610).

The mode selector (600) may be positioned at various locations on theflight deck (10) within reach of the captain's seat (12). For instance,the mode selector (600) may be located on the instrument panel (20), asseen in FIG. 1, or the mode selector (600) may be located on the captainyoke (14). The mode selector (600) may prevent the pilot from operatingthe yoke heading adjustment control (300) and the yoke VOR radialselector (310) in tense or stressful situations. For example, oneskilled in the art will observe and appreciate, that when flying anaircraft in poor weather, in a situation with poor visibility,particularly according to an instrument approach to a runway using anILS (Instrument Landing System), or in heavy traffic, the pilot maybecome tense and focused on controlling the aircraft in response to arapidly changing situation. The pilot may naturally grip the captainyoke (14) tightly while under stress. In this situation, since the yokeheading adjustment control (300) and the yoke VOR radial selector (310)may be located on the captain yoke (14), the mode selector (600)prevents the pilot from inadvertently moving the adjustable heading bud(230) with the yoke heading adjustment control (300) or selecting adifferent VOR radial signal with the yoke VOR radial selector (310).

In another particular embodiment of the instant invention, the modeselector (600) may be integrated into the yoke heading adjustmentcontrol (300) and the yoke VOR radial selector (310). More specifically,the heading bug mode (610) may be integrated into the yoke headingadjustment control (300) and the VOR radial mode (620) may be integratedinto the yoke VOR radial selector (310). Thus, by way of example onlyand not limitation, to operate the yoke heading adjustment control(300), the pilot may press and hold the yoke heading adjustment control(300) for a short period of time to operate the heading bug mode (610)which in turn facilitates operation of the yoke heading adjustmentcontrol (300). Similarly, to operate the yoke VOR radial selector (310),the pilot may press and hold the yoke VOR radial selector (310) tooperate the VOR radial mode (620) which in turn facilitates operation ofthe yoke VOR radial selector (310). Other permutations of the press andhold scheme are possible. For example, having the modes (610, 620)reversed with the heading bug mode (610) integrated into the yoke VORradial selector (310) and the VOR radial mode (620) integrated into theyoke heading adjustment control (300). In this configuration, inconjunction with the push-and-hold scheme, the pilot pushes and holdsthe yoke VOR radial selector (310) with one hand, thus activating theheading bug mode (610) and facilitating the operation of the yokeheading adjustment control (300) with the other hand. Similarly,operation of the yoke heading adjustment control (300) with one handwould, in turn, facilitate operation of the yoke VOR radial selector(310) with the other hand. Requiring this type of operation with bothhands thus substantially eliminates the possibility of the pilotinadvertently moving the adjustable heading bug (230) or selecting anundesired VOR radial signal.

With continued reference to FIGS. 1 and 2, in another embodiment of theinstant invention, the system (100) may have a yoke heading centeringcontrol (320) that controls the position of the adjustable heading bug(230). The heading bug mode (610) facilitates operation between the yokeheading centering control (320) and the adjustable heading bug (230). Byway of example and not limitation, with a single operation, the yokeheading centering control (320) moves the adjustable heading bug (230)along the compass perimeter (212) to align with the radial measurementindicia (214) currently aligned with the heading indicator (220).

The yoke heading centering control (320) may also be positioned on thecaptain yoke (14). As with the other controls (300, 310) positioned onthe captain yoke (14), the yoke heading centering control (320) allowsthe pilot to quickly adjust the desired heading of the aircraft withoutreleasing the captain yoke (14). The yoke heading centering control(320) may be any one of a number of devices, such as a switch or abutton. For example, when the yoke heading centering control (320) is abutton, depressing it will move the adjustable heading bug (230) fromits current location along the compass perimeter (212) to align with theradial measurement indicia (214) aligned with the heading indicator(220). In this manner then, the pilot may quickly and safely center thedesired heading of the aircraft to the actual heading of the aircraftwithout releasing the captain yoke (14).

In another embodiment of the instant invention, the system (100) mayincorporate a first control unit (1000), as seen in FIG. 3. The firstcontrol unit (1000) interfaces the various, previously describedcomponents with an aircraft primary control system (2000), seen in FIGS.6 and 8, particularly with the navigational aid devices, such as themulti-controlled HSI (200). As seen in FIG. 3, the first control unit(1000) is in electrical communication with the multi-controlled HSI(200), the yoke heading adjustment control (300), the yoke VOR radialselector (310), the yoke heading centering control (320), and the modeselector (600). Therefore, when the pilot operates the mode selector(600), the first control unit (1000) enables the adjustable heading bug(230) to move in response to operation of the yoke heading adjustmentcontrol (300). Similarly, the first control unit (1000) permits the yokeVOR radial selector (310) to select the VOR radial signal and permitsthe yoke heading centering control (320) to control the adjustableheading bug (230). By way of example and not limitation, the system(100) may be either an aftermarket device that is simply connected to anaircraft's current control and power system, or the first control unit(1000) may be integrated into a current control system by themanufacturer of the control system. In other words, the first controlunit (1000) may be a standalone control unit or integrated by the OEM.

As is commonly known in the art, the flight deck (10) may have a singleseat or the flight deck (10) may have multiple seats. A commonarrangement of the flight deck (10) is to have two seats arranged asshown in FIG. 4. The seat on the left side of the flight deck (10) iscommonly referred to as the captain's seat (12) with the seat on theright side of the flight deck (10) referred to as a right seat or afirst officer's seat (16). One skilled in the art will observe that thecaptain's seat (12) may sit in front of the first officer's seat (16) asis common in military flight training aircraft.

In the embodiment, as seen in FIG. 4, the term pilot refers not only tothe captain but to others who are capable of flying the aircraft, suchas a first officer or simply “FO.” With continued reference to FIG. 4,the pilot may sit in the first officer's seat (16) and grip a firstofficer yoke (18). As with the embodiments described above, the system(100) permits the pilot to conveniently and safely modify the desiredheading of the aircraft and permits the pilot to select the VOR radialsignal while gripping the first officer yoke (18) with both hands.

The controls and their functions accessible from the first officer'sseat (16) may be similar to the previously described embodiments of theinstant invention. However, as one skilled in the art will observe andappreciate, the controls need not be in the same position nor is itnecessary that the same controls be available for each side.

With reference now to FIGS. 4 and 5, the instrument panel (20) containsa first officer multi-controlled HSI (400). The first officermulti-controlled HSI (400) has a first officer compass (410), seen onlyin FIG. 4, that visually indicates an orientation of the earth'smagnetic field. The first officer compass (410) has a first officercompass perimeter (412) and a plurality of first officer radialmeasurement indicia (414) that are located along the first officercompass perimeter (412). The actual heading of the aircraft isdetermined by alignment of a first officer heading indicator (420),commonly called a “lubber line,” to the most nearly aligned firstofficer radial measurement indicia (414). For example, as seen in FIG.5, the first officer radial measurement indicia (414) are aligned withthe first officer heading indicator (420) at “0” degrees, or due north.

With continued reference to FIG. 5, the first officer multi-controlledHSI (400) has a first officer adjustable heading bug (430). The firstofficer adjustable heading bug (430) is in operable communication with afirst officer heading adjustment control (440). The first officerheading adjustment control (440) may be a knob that rotates or anotherdevice that is capable of being manipulated with fingers and that allowsthe pilot to move the first officer adjustable heading bug (430). Thefirst officer adjustable heading bug (430) is selectively positionedalong the first officer compass perimeter (412). Thus, as the firstofficer compass (410) rotates due to a change in the actual heading ofthe aircraft. The relationship between the first officer adjustableheading bug (430) and the first officer radial measurement indicia (414)indicates a first officer desired heading of the aircraft. That is, thepilot operates the first officer heading adjustment control (440) tomove the first officer adjustable heading bug (430) along the firstofficer radial measurement indicia (414) to the first officer desiredheading. One skilled in the art will observe and appreciate that thedesired heading and the first officer desired heading need not be thesame.

The first officer multi-controlled HSI (400) also has a first officerVOR radial indicator (450). As seen in FIG. 5, a first officer VORradial indicator (450) visually indicates a representation of a firstofficer VOR radial signal selected by the pilot. Again, one skilled inthe art will observe and appreciate that the first officer VOR radialsignal and the VOR radial signal need not be the same. The first officerVOR radial indicator (450) is positioned within the first officercompass perimeter (412). The first officer VOR radial indicator (450)rotates and may also translate along a course deviation scale within thefirst officer compass perimeter (412) as the aircraft flies along theactual heading. The pilot selects a first officer VOR station and thenoperates a first officer VOR radial selector (460), as seen in FIG. 5,to select one of the VOR radial signals emitted from the selected firstofficer VOR station. The first officer VOR radial selector (460) iscommonly referred to as a course select knob, or an omnibearing selector(OBS) knob.

While FIG. 5 shows the first officer VOR radial indicator (450) as aunitary arrow, the first officer VOR radial indicator (450) has a numberof components. By way of example and not limitation, the first officerVOR radial indicator (450) may be comprised of (i) a course selectpointer as represented by just the arrow head and (ii) a coursedeviation bar, or CDI, which is represented by the shaft of the arrow.As previously mentioned, the CDI may translate back and forth on thecourse deviation scale (the vertical hash lines in the center of FIG.5), separate from the arrow head, to visually depict the distance andthe orientation that the aircraft is from the selected VOR radialsignal. In addition, the first officer multi-controlled HSI (400) mayhave an aircraft symbol in a fixed position in the center of the firstofficer multi-controlled HSI (400). Finally, the first officermulti-controlled HSI (400) may have glide-slope deviation scales on eachside, as seen in FIG. 5, and TO/FROM indicators (not shown) to indicatewhether the aircraft is traveling toward or away from the selected VORstation.

In one embodiment of the present invention, the first officer yoke (18),as seen in FIG. 4, has a first officer yoke heading adjustment control(500). The first officer yoke heading adjustment control (500) controlsthe position of the first officer adjustable heading bug (430). By wayof example and not limitation, the first officer yoke heading adjustmentcontrol (500) may be a rheostat or potentiometer-type control allowingthe pilot to move the first officer adjustable heading bug (430)clockwise or counterclockwise to a new heading. While FIG. 4 illustratesthe position of the first officer yoke heading adjustment control (500)on the right side of the first officer yoke (18), the first officer yokeheading adjustment control (500) may be located anywhere on the firstofficer yoke (18) that is easily accessible to the pilot's hands,preferably the fingers, sometimes referred to as digits. By way ofexample and not limitation, the first officer yoke heading adjustmentcontrol (500) may be a knob, roller ball, joystick, or other controlpreferably sized to be operated by a single digit or between two digits.Thus, the placement of the first officer yoke heading adjustment control(500) on the first officer yoke (18) gives the pilot convenient and safeaccess to the first officer yoke heading adjustment control (500) whichallows the pilot to move the first officer adjustable heading bug (430)without having to release the first officer yoke (18) to operate thefirst officer heading adjustment control (440).

With continued reference to FIG. 4, in another embodiment, the instantinvention has a first officer yoke VOR radial selector (510). The firstofficer yoke VOR radial selector (510) controls selection of the firstofficer VOR radial signal. The first officer yoke VOR radial selector(510) is positioned on the first officer yoke (18). The first officeryoke VOR radial selector (510) may be positioned anywhere on the firstofficer yoke (18) from beside the first officer yoke heading adjustmentcontrol (500) so that it may be operated with the same hand, or thefirst officer yoke heading adjustment control (500) may be positioned onthe first officer yoke (18), as seen in FIG. 4. As previously discussedwith respect to the yoke heading adjustment control (300) and the yokeVOR radial selector (310), and by way of example and not limitation, thefirst officer yoke heading adjustment control (500) and the firstofficer yoke VOR radial selector (510) may be a knob, roller ball,joystick, or other type of control that is preferably a control devicesized to be operated by a single digit, or between two digits.

The first officer yoke heading adjustment control (500) and the firstofficer yoke VOR radial selector (510) generally allow the pilot movethe first officer adjustable heading bug (430) and select the firstofficer VOR radial signal at any time. However, in another embodiment ofthe instant invention, and with continued reference to FIGS. 4 and 5,the system (100) may have a first officer mode selector (700). Similarto the mode selector (600), the first officer mode selector (700) mayhave two modes. One mode is a first officer heading bug mode (710). Theother mode is a first officer VOR radial mode (720). While both the modeselector (600) and the first officer mode selector (700) are seen in theembodiment shown in FIG. 4, there may be circumstances where one or theother, but not both, is installed.

The first officer heading bug mode (710) facilitates operation betweenthe first officer yoke heading adjustment control (500), seen in FIG. 4,and the first officer adjustable heading bug (430), seen in FIG. 5.“Facilitates operation” means that prior to actually controlling themovement of the first officer adjustable heading bug (430), the firstofficer heading bug mode (710) must be operated which allows operationof the first officer yoke heading adjustment control (500), and prior toactually selecting the first officer VOR radial signal, the firstofficer VOR radial mode (720) must be operated which allows operation ofthe first officer VOR radial selector (510). Thus, to change the firstofficer VOR radial signal displayed with the first officer yoke VORradial selector (510), the pilot must first activate the first officerVOR radial mode (720). Similarly, to operate the first officer yokeheading adjustment control (500), the pilot must first activate thefirst officer heading bug mode (710).

The first officer mode selector (700) may be positioned at variouslocations on the flight deck (10) within reach of the first officer'sseat (16). By way of example and not limitation, as seen in FIG. 4, thefirst officer mode selector (700) may be located on the instrument panel(20). In another embodiment of the instant invention, the first officermode selector (700) may be located on the first officer yoke (18).

In yet another particular embodiment of the instant invention, the firstofficer yoke VOR radial mode (710) may be integrated into the firstofficer yoke heading adjustment control (500) and the first officer VORradial mode (720) may be integrated into the first officer yoke VORradial selector (510). Thus, by way of example only and not limitation,to operate the first officer yoke heading adjustment control (500), thepilot may press and hold the first officer yoke heading adjustmentcontrol (500) for a short period of time to enable the first officerheading bug mode (710) which in turn facilitates operation of the firstofficer yoke heading adjustment control (500). Similarly, to operate thefirst officer yoke VOR radial selector (510), the pilot may press andhold the first officer yoke VOR radial selector (510) to enable thefirst officer VOR radial mode (720) which in turn facilitates operationof the first officer yoke VOR radial selector (510). Other permutationsof the press-and-hold scheme are possible.

With continued reference to FIGS. 4 and 5, in another embodiment of theinstant invention, the system (100) has a first officer yoke headingcentering control (520), seen in FIG. 4, that controls the position ofthe first officer adjustable heading bug (430), seen in FIG. 5. Thefirst officer yoke heading centering control (520) is positioned on thefirst officer yoke (18), as seen in FIG. 4. The first officer headingbug mode (710) also facilitates operation between the first officer yokeheading centering control (520) and the first officer adjustable headingbug (430). The first officer yoke heading centering control (520), seenin FIG. 4, causes the first officer adjustable heading bug (430) to movealong the first officer compass perimeter (412) and align with the firstofficer radial measurement indicia (414) currently aligned with thefirst officer heading indicator (420), seen in FIG. 5. As with the othercontrols (500, 510) positioned on the first officer yoke (18), the firstofficer yoke heading centering control (520) allows the pilot to quicklyadjust the desired heading of the aircraft without releasing the firstofficer yoke (18). The first officer yoke heading centering control(520) may be any one of a number of devices, such as a switch or abutton. For example, when the first officer yoke heading centeringcontrol (520) is a button, depressing it will move the first officeradjustable heading bug (430) from its current location along the firstofficer compass perimeter (412) to align with the first officer radialmeasurement indicia (414) aligned with the first officer headingindicator (420). In this manner then, the pilot may quickly and safelycenter the desired heading of the aircraft to the actual heading of theaircraft without releasing the first officer yoke (18).

Referring now to FIG. 6, in another embodiment of the first control unit(1000), the previously described controls (300, 310, 320), the modeselector (600), the first officer controls (500, 510, 520), and thefirst officer mode selector (700) are in electrical communication withtheir respective multi-controlled HSIs (200, 400) through the firstcontrol unit (1000). In other words, with respect to the captain yoke(14), once operation is facilitated by operating the mode selector(600), the first control unit (1000) accepts control signals from theyoke heading adjustment control (300), the yoke VOR radial selector(310), and the yoke heading centering control (320), and then the firstcontrol unit (1000) operates the adjustable heading bug (230) or the VORradial indicator (250) accordingly.

In a related embodiment, the system (100) incorporates a second controlunit (1010) in electrical communication with the first control unit(1000) and the aircraft primary electronic system (2000), as seen inFIG. 8. The second control unit (1010) may serve as a duplicate systemto the first control unit (1000). Therefore, in a situation where thefirst control unit (1000) fails, the second control unit (1010) willtake over facilitating operation of the controls (300, 310, 320), thefirst officer controls (500, 510, 520), the mode selector (600), and thefirst officer mode selector (700).

With respect to the first officer yoke (18), the first control unit(1000) accepts control signals from the first officer mode selector(700) prior to facilitating operation of the first officer yoke headingadjustment control (500), the first officer yoke VOR radial selector(510), and the first officer heading centering control (520). The firstcontrol unit (1000) operates the first officer adjustable heading bug(430) or the first officer VOR radial indicator (450) accordingly.

In another embodiment with the flight deck (10) with two seats, as seenin FIG. 7, the system (100) has a side control selector (800). As seenin FIG. 7, the side control selector (800) has a captain side selector(810) and a first officer side selector (820). In general the sidecontrol selector (800) permits the pilot to control aspects of themulti-controlled HSI (200) or the first officer multi-controlled HSI(400) from the captain's seat (12). In other words, the pilot may desireto operate a combination of certain aspects of the multi-controlled HSI(200) and the first officer multi-controlled HSI (400) from thecaptain's yoke (14), particularly with the yoke controls (300, 310,320). This may be useful in situations where, for safety reasons, thepilot may not desire to release the yoke to change the desired headingor to select another VOR radial signal displayed by the HSIs (200, 400).

By way of example and not limitation, with reference to FIG. 7, thecaptain side selector (810) and the first officer side selector (820)are shown as buttons having an arrow shape. In one particularembodiment, the arrow shaped captain side selector (810) and the arrowshaped first officer side selector (820) light when the pilot presses onthem. As one skilled in the art will observe and appreciate, theselectors (810, 820) may take other forms. In this embodiment, the pilotmay operate the selectors (810, 820) in combination with the controls(300, 310, 320), and the mode selector (600) to move the heading bug(230) and the first officer heading bug (430). By way of example and notlimitation, when the pilot first presses the captain side selector (810)and the heading bug mode (610), the pilot may then operate the yokeheading adjustment control (300) to move the adjustable heading bug(230) around the compass perimeter (212). Similarly, when the pilotoperates the captain side selector (810) and the VOR radial mode (620),the pilot may operate the yoke VOR radial selector (310) to select theVOR radial signal displayed by the VOR radial indicator (250). The pilotmay operate the first officer side selector (820) in a similar manner.

With continued reference to FIG. 7, when the pilot presses the firstofficer side selector (820) and the heading bug mode (610), the pilotmay then operate the yoke heading adjustment control (300) to move thefirst officer adjustable heading bug (430) around the first officercompass perimeter (412). The pilot may also select the VOR radial signaldisplayed by the first officer VOR radial indicator (450) by operatingthe first officer side selector (820) and the VOR radial mode (620) andthen selecting the VOR radial signal by using the yoke VOR radialselector (310). Numerous other combinations of the selector buttons(800) and other control are possible.

For example, the pilot may select a trio of the captain side selector(810), the first officer side selector (820), and the heading bug mode(610). Once the trio is selected, the pilot may move the adjustableheading bug (230) around the compass perimeter (212) and the firstofficer adjustable heading bug (430) around the first officer compassperimeter (412) by operating the yoke heading adjustment control (300).By way of example and not limitation the pilot may select a second trioof the captain side selector (810), the first officer side selector(820), and the VOR radial mode (620). The pilot may then operate theyoke heading centering control (320) to select the VOR radial signaldisplayed by the VOR radial indicator (250) and the first officer VORradial indicator (450).

In another similar embodiment of the instant invention, as seen in FIG.7, the aviation yoke HSI interface and flight deck control indicator andselector safety system (100) further includes a first officer sidecontrol selector (900) having a first officer captain side selector(910) and a first officer copilot side selector (920). Therefore, whenthere are two pilots on the flight deck (10), the pilot sitting in thecaptain's seat (12), referred to as the captain, and the pilot sittingin the first officer's seat (16), referred to as a “FO,” the FO mayoperate the first officer multi-controlled HSI (400) and themulti-controlled HSI (200). Again, for safety reasons, the captain maynot want to release the captain yoke (14) to make adjustments to thecourse and the heading. In this situation, the captain may request theFO's assistance in moving the adjustable heading bug (230) and selectingthe VOR radial displayed by the VOR radial indicator (250).

By way of example and not limitation, as seen in FIG. 7, the firstofficer captain side selector (910) and the first officer copilot sideselector (920) are shown as buttons having an arrow shape. In oneparticular embodiment, the arrow shaped first officer captain sideselector (910) and the arrow shaped first officer copilot side selector(920) light, which provides a visual indication of which side of theflight deck (10) has control of which portion of the HSIs (200, 400),when the pilot presses on them. As one skilled in the art will observeand appreciate, the first officer selectors (910, 920) may take otherforms. The operation of the first officer side control selector (900) issimilar to the side control selector (800).

For example, the FO may press the first officer copilot side selector(920) and the first officer heading bug mode (710). The FO may thenoperate the first officer yoke heading adjustment control (500) to movethe first officer adjustable heading bug (430) around the first officercompass perimeter (412). In a second combination, the FO may operate thefirst officer copilot side selector (920) and the first officer VORradial mode (720). The FO may then operate the first officer yoke VORradial selector (510) to select the VOR radial signal displayed by thefirst officer VOR radial indicator (450). In a third combination, the FOmay operate the first officer captain side selector (910) and the firstofficer heading bug mode (710) followed by operating the first officeryoke heading adjustment control (500). When the FO operates the firstofficer yoke heading adjustment control (500) the adjustable heading bug(230) moves around the compass perimeter (212) relieving the captain ofthe need to let go of one of the aircraft controls. In a fourthcombination, the FO may operate the first officer captain side selector(910) and the first officer VOR radial mode (720) such that by operatingthe first officer yoke VOR radial selector (510) the FO selects the VORradial signal displayed by the VOR radial indicator (250) for thecaptain.

The FO may also operate the side selectors (910, 920) together with thefirst officer modes (710, 720). For example, the FO may push the firstofficer captain side selector (910), the first officer copilot sideselector (920), and the first officer heading bug mode (710). With thiscombination the FO may operate the first officer yoke heading adjustmentcontrol (500) to move the adjustable heading bug (230) around thecompass perimeter (212) and the first officer adjustable heading bug(430) around the first officer compass perimeter (412). Another exampleof a trio of buttons includes the first officer captain side selector(910), the first officer copilot side selector (920), and the firstofficer VOR radial mode (720). By activating this trio, the FO may thenoperate the first officer yoke VOR radial selector (510) to select theVOR radial signal displayed by the VOR radial indicator (250) and thefirst officer VOR radial indicator (450). As one skilled in the art willobserve, for example, during takeoff, the FO may utilize the sideselectors (910, 920) to adjust the adjustable heading bug (230) andselect the VOR radial signal displayed on the multi-controlled HSI (200)for the captain.

In a related embodiment of the instant invention, when the FO selectsboth side selectors (910, 920), the captain is unable to select eitherof the captain side selector (810) or the first officer side selector(820). Thus, the FO is able to prevent the captain from inadvertentlymaking heading or course adjustments to the multi-controlled HSI (200)while the FO has control. In another embodiment, when the FO hasselected both the first officer captain side selector (910) and thefirst officer copilot side selector (920), instead of locking outoperation of the side control selector (800), as described above,operation of the side control selector (800) may cause the first officerside control selector (900) to automatically disengage. In anotherscenario, the mode selector (600) and the side control selector (800)may be thought of as being on a master side with the first officer modeselector (700) and the first officer side control selector (900),consequently, being on a slave side. Therefore, at any point in time,the captain may cause the first officer captain side selector (910) orthe first officer copilot side selector (920) to disengage by selectingcontrol of the same aspect of the multi-controlled HSI (200) or thefirst officer multi-controlled HSI (400).

By way of example and not limitation, the controls (300, 310, 320) andthe first officer controls (500, 510, 520) may be integrated, as seen inFIGS. 9 and 10, and by way of example only, into a single after-marketcomponent. As seen in an exploded view found in FIG. 9, the controls(300, 310, 320) are buttons integrated into the after-market component.Thus, to activate the yoke heading adjustment control (300), the pilotpresses the appropriate button. The pilot may then move the adjustableheading bug (230) around the compass perimeter (212) by rotating ascrolling control (330), as seen in FIG. 9. Similarly, the pilot maypress the yoke VOR radial selector (310) button and rotate the scrollingcontrol (330) to select the VOR radial displayed by the VOR radialindicator (250). As seen in FIG. 9, the yoke heading centering control(320) is positioned within the after-market component such that thepilot presses the scrolling control (330) to activate the yoke headingcentering control (320). One skilled in the art will observe and realizethat other arrangements of the controls (300, 310, 320) with or withoutthe scrolling control (330) are possible.

The controls (300, 310, 320) may then be attached to the yoke (14) in aposition where the pilot may operate each of the yoke heading adjustmentcontrol (300), the yoke VOR radial selector (310), and the yoke headingcentering control (320). In one particular embodiment, the after-marketcomponent having the controls (300, 310, 320) is located on the leftportion of the captain yoke (14). Therefore, the pilot may continue toactivate and operate the controls (300, 310, 320) with the left handwhile operating a throttle with the right hand. In the presentembodiment the pilot may activate the yoke heading adjustment control(300) and the yoke VOR radial selector (310) simply by pressing theappropriate button. Further operation may require the pilot to movetheir finger in a side-to-side motion across the scrolling control(330).

With reference to FIG. 10, the first officer controls (500, 510, 520)may be positioned and operated in a similar manner. As one skilled inthe art will observe and appreciate, modern aircraft yokes are loadedfull of buttons and selector switches such that integrating the controls(300, 310, 320) and the first officer controls (500, 510, 520) may takemay forms and is not limited to the form shown in FIGS. 9 and 10.

Numerous alterations, modifications, and variations of the preferredembodiments disclosed herein will be apparent to those skilled in theart and they are all anticipated and contemplated to be within thespirit and scope of the instant invention. For example, althoughspecific embodiments have been described in detail, those with skill inthe art will understand that the preceding embodiments and variationscan be modified to incorporate various types of substitute and oradditional or alternative materials, relative arrangement of elements,and dimensional configurations. Accordingly, even though only fewvariations of the present invention are described herein, it is to beunderstood that the practice of such additional modifications andvariations and the equivalents thereof, are within the spirit and scopeof the invention as defined in the following claims. The correspondingstructures, materials, acts, and equivalents of all means or step plusfunction elements in the claims below are intended to include anystructure, material, or acts for performing the functions in combinationwith other claimed elements as specifically claimed.

1. An aviation yoke HSI interface and flight deck control indicator andselector safety system (100) for allowing a pilot to sit in a captain'sseat (12) on a flight deck (10) of an aircraft, to grip a captain yoke(14), to observe an instrument panel (20), and to conveniently andsafely modify a desired heading while gripping the captain yoke (14)with both hands, comprising: (A) a multi-controlled HSI (200), having:(i) a compass (210) that visually indicates an orientation of theearth's magnetic field, wherein the compass (210) has a compassperimeter (212) and a plurality of radial measurement indicia (214) thatare located along the compass perimeter (212), whereby the compass (210)rotates in response to a change in an actual heading of the aircraft;(ii) a heading indicator (220) that visually indicates a fixed referenceon the multi-controlled HSI (200), wherein the heading indicator (220)is located in readable relationship with the radial measurement indicia(214), whereby the actual heading of the aircraft is determined byassessing the relationship of the radial measurement indicia (214) withthe heading indicator (220); (iii) an adjustable heading bug (230) thatvisually indicates the desired heading of the aircraft, wherein theadjustable heading bug (230) is selectively positioned along the compassperimeter (212) such that the adjustable heading bug (230) rotates withthe compass (210), whereby the desired heading of the aircraft isdetermined by assessing the relationship of the adjustable heading bug(230) with the radial measurement indicia (214); and (iv) a headingadjustment control (240) that controls the position of the adjustableheading bug (230), wherein the heading adjustment control (240) is onthe multi-controlled HSI (200), whereby operation of the headingadjustment control (240) moves the adjustable heading bug (230) alongthe compass perimeter (212); and (B) a yoke heading adjustment control(300) that controls the position of the adjustable heading bug (230),wherein the yoke heading adjustment control (300) is on the captain yoke(14), and operation of the yoke heading adjustment control (300) movesthe adjustable heading bug (230) along the compass perimeter (212). 2.The aviation yoke HSI interface and flight deck control indicator andselector safety system (100) of claim 1, further including a yokeheading centering control (320) that controls the position of theadjustable heading bug (230), wherein the yoke heading centering control(320) is on the captain yoke (14), and operation of the yoke headingcentering control (320) moves the adjustable heading bug (230) along thecompass perimeter (212) to align with the radial measurement indicia(214) currently aligned with the heading indicator (220).
 3. Theaviation yoke HSI interface and flight deck control indicator andselector safety system (100) of claim 2, wherein the yoke headingadjustment control (300) and the yoke heading centering control (320)are incorporated into an after-market component whereby the after-marketcomponent is positioned on a left portion of the captain yoke (14). 4.The aviation yoke HSI interface and flight deck control indicator andselector safety system (100) of claim 1, further including: (A) a firstofficer multi-controlled HSI (400), having: (i) a first officer compass(410) that visually indicates an orientation of the earth's magneticfield, wherein the first officer compass (410) has a first officercompass perimeter (412) and a plurality of first officer radialmeasurement indicia (414) that are located along the first officercompass perimeter (412), whereby the first officer compass (410) rotatesin response to a change in the actual heading of the aircraft; (ii) afirst officer heading indicator (420) that visually indicates a fixedreference on the first officer multi-controlled HSI (400), wherein thefirst officer heading indicator (420) is located in readablerelationship with the first officer radial measurement indicia (414),whereby the actual heading of the aircraft is determined by assessingthe relationship of the first officer radial measurement indicia (414)with the first officer heading indicator (420); (iii) a first officeradjustable heading bug (430) that visually indicates the desired headingof the aircraft, wherein the first officer adjustable heading bug (430)is selectively positioned along the first officer compass perimeter(412) such that the first officer adjustable heading bug (430) rotateswith the first officer compass (410), whereby the desired heading of theaircraft is determined by assessing the relationship of the firstofficer adjustable heading bug (430) with the first officer radialmeasurement indicia (414); and (iv) a first officer heading adjustmentcontrol (440) that controls the position of the first officer adjustableheading bug (430), wherein the first officer heading adjustment control(440) is on the first officer multi-controlled HSI (400), wherebyoperation of the first officer heading adjustment control (440) movesthe first officer adjustable heading bug (430) along the first officercompass perimeter (412); and (B) a first officer yoke heading adjustmentcontrol (500) that controls the position of the first officer adjustableheading bug (430), wherein the first officer yoke heading adjustmentcontrol (500) is on a first officer yoke (18), and operation of thefirst officer yoke heading adjustment control (500) moves the firstofficer adjustable heading bug (430) along the first officer compassperimeter (412).
 5. The aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) of claim 4, furtherincluding a first officer yoke heading centering control (520) thatcontrols the position of the first officer adjustable heading bug (430),wherein the first officer yoke heading centering control (520) is on thefirst officer yoke (18), and operation of the first officer yoke headingcentering control (520) moves the first officer adjustable heading bug(430) along the first officer compass perimeter (412) to align with thefirst officer radial measurement indicia (414) currently aligned withthe first officer heading indicator (420).
 6. The aviation yoke HSIinterface and flight deck control indicator and selector safety system(100) of claim 5, wherein the first officer yoke heading adjustmentcontrol (500) and the first officer yoke heading centering control (520)are incorporated into a first officer after-market component whereby thefirst officer after-market component is positioned on the first officercontrol yoke (18).
 7. The aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) of claim 4, furtherincluding a side control selector (800) having a captain side selector(810) and a first officer side selector (820), wherein the side controlselector (800) is in electrical communication with the multi-controlledHSI (200), the yoke heading adjustment control (300), the yoke headingcentering control (320), the first officer multi-controlled HSI (400),the first officer yoke heading adjustment control (500), and the firstofficer yoke heading centering control (520), whereby (i) operation ofthe captain side selector (810) facilitates operation of the yokeheading adjustment control (300) to move the adjustable heading bug(230) along the compass perimeter (212); (ii) operation of the firstofficer side selector (820) facilitates operation of the yoke headingadjustment control (300) to move the first officer adjustable headingbug (430) along the first officer compass perimeter (412); and (iii)operation of the captain side selector (810) and the first officer sideselector (820) facilitates operation of the yoke heading adjustmentcontrol (300) to move the adjustable heading bug (230) along the compassperimeter (212) and the first officer adjustable heading bug (430) alongthe first officer compass perimeter (412).
 8. The aviation yoke HSIinterface and flight deck control indicator and selector safety system(100) of claim 7, wherein the side control selector (800) is positionedon the captain yoke (14).
 9. The aviation yoke HSI interface and flightdeck control indicator and selector safety system (100) of claim 7,further including a first officer side control selector (900) having afirst officer captain side selector (910) and a first officer copilotside selector (920), wherein the first officer side control selector(900) is in electrical communication with the multi-controlled HSI(200), the yoke heading adjustment control (300), the yoke headingcentering control (320), the first officer multi-controlled HSI (400),the first officer yoke heading adjustment control (500), and the firstofficer yoke heading centering control (520), whereby (i) operation ofthe first officer copilot side selector (920) facilitates operation ofthe first officer yoke heading adjustment control (500) to move thefirst officer adjustable heading bug (430) along the first officercompass perimeter (412); (ii) operation of the first officer captainside selector (910) facilitates operation of the first officer yokeheading adjustment control (500) to move the adjustable heading bug(230) along the compass perimeter (212); and (iii) operation of thefirst officer captain side selector (910) and the first officer copilotside selector (920) facilitates operation of the first officer yokeheading adjustment control (500) to move the adjustable heading bug(230) along the compass perimeter (212) and the first officer adjustableheading bug (430) along the first officer compass perimeter (412). 10.The aviation yoke HSI interface and flight deck control indicator andselector safety system (100) of claim 9, wherein the first officer sidecontrol selector (900) is positioned on the captain yoke (14).
 11. Theaviation yoke HSI interface and flight deck control indicator andselector safety system (100) of claim 9, further including a firstcontrol unit (1000) in electrical communication with: (i) themulti-controlled HSI (200) and the yoke heading adjustment control(300); and (ii) the first officer multi-controlled HSI (400) and thefirst officer yoke heading adjustment control (500), wherein the firstcontrol unit (1000) facilitates operation between: (a) themulti-controlled HSI (200) and the yoke heading adjustment control(300); and (b) the first officer multi-controlled HSI (400) and thefirst officer yoke heading adjustment control (500).
 12. The aviationyoke HSI interface and flight deck control indicator and selector safetysystem (100) of claim 9, further including a first control unit (1000)and a second control unit (1010), wherein (A) the first control unit(1000) is in electrical communication with the multi-controlled HSI(200), the yoke heading adjustment control (300), and the second controlunit (1010), wherein the first control unit (1000) facilitates operationbetween the multi-controlled HSI (200) and the yoke heading adjustmentcontrol (300); and (B) the second control unit (1010) is in electricalcommunication with the first officer multi-controlled HSI (400) and thefirst officer yoke heading adjustment control (500), wherein the secondcontrol unit (1010) facilitates operation between the first officermulti-controlled HSI (400) and the first officer yoke heading adjustmentcontrol (500).
 13. An aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) for allowing a pilotto sit in a captain's seat (12) on a flight deck (10) of an aircraft, togrip a captain yoke (14), to observe an instrument panel (20), and toconveniently and safely select one of a plurality of VOR radial signalsemitted by a VOR station while gripping the captain yoke (14) with bothhands, comprising: (A) a multi-controlled HSI (200), having: (i) acompass (210) that visually indicates an orientation of the earth'smagnetic field, wherein the compass (210) has a compass perimeter (212)and a plurality of radial measurement indicia (214) that are locatedalong the compass perimeter (212), whereby the compass (210) rotates inresponse to a change in an actual heading of the aircraft; (ii) a VORradial indicator (250) that visually indicates a representation of theVOR radial signal, wherein the VOR radial indicator (250) is positionedwithin the compass perimeter (212), whereby the VOR radial indicator(250) rotates with the compass (210) in response to a change in theactual heading of the aircraft, and the VOR radial indictor (250)translates within the compass perimeter (212) as the aircraft fliesalong the actual heading; and (iii) a VOR radial selector (260) thatallows selection of the VOR radial signal, wherein the VOR radialselector (260) is on the multi-controlled HSI (200), whereby operationof the VOR radial selector (260) selects the VOR radial signal displayedby the VOR radial indicator (250); and (B) a yoke VOR radial selector(310) that controls selection of the VOR radial signal indicated by theVOR radial indicator (250), wherein the yoke VOR radial selector (310)is on the captain yoke (14), and operation of the yoke VOR radialselector (310) selects the VOR radial signal displayed by the VOR radialindicator (250).
 14. The aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) of claim 13, furtherincluding: (A) a first officer multi-controlled HSI (400), having: (i) afirst officer compass (410) that visually indicates an orientation ofthe earth's magnetic field, wherein the first officer compass (410) hasa first officer compass perimeter (412) and a plurality of first officerradial measurement indicia (414) that are located along the firstofficer compass perimeter (412), whereby the first officer compass (410)rotates in response to a change in the actual heading of the aircraft;(ii) a first officer VOR radial indicator (450) that visually indicatesa representation of the VOR radial signal, wherein the first officer VORradial indicator (450) is positioned within the first officer compassperimeter (412), whereby the first officer VOR radial indicator (450)rotates with the first officer compass (410) in response to a change inthe actual heading of the aircraft, and the first officer VOR radialindictor (450) translates within the first officer compass perimeter(412) as the aircraft flies along the actual heading; and (iii) a firstofficer VOR radial selector (460) that allows selection of the VORradial signal, wherein the first officer VOR radial selector (460) is onthe first officer multi-controlled HSI (400), whereby operation of thefirst officer VOR radial selector (460) selects the VOR radial signaldisplayed by the first officer VOR radial indicator (450); and (B) afirst officer yoke VOR radial selector (510) that controls selection ofthe VOR radial signal indicated by the first officer VOR radialindicator (450), wherein the first officer yoke VOR radial selector(510) is on the first officer yoke (18), and operation of the firstofficer yoke VOR radial selector (510) selects the VOR radial signaldisplayed by the first officer VOR radial indicator (450).
 15. Theaviation yoke HSI interface and flight deck control indicator andselector safety system (100) of claim 14, further including a sidecontrol selector (800) having a captain side selector (810) and a firstofficer side selector (820), wherein the side control selector (800) isin electrical communication with the multi-controlled HSI (200), theyoke VOR radial selector (310), the first officer multi-controlled HSI(400), and the first officer yoke VOR radial selector (510), whereby (i)operation of the captain side selector (810) facilitates operation ofthe yoke VOR radial selector (310) to select the VOR radial signaldisplayed by the VOR radial indicator (250); (ii) operation of the firstofficer side selector (820) facilitates operation of the yoke VOR radialselector (310) to select the VOR radial signal displayed by the firstofficer VOR radial indicator (450); and (iii) operation of the captainside selector (810) and the first officer side selector (820)facilitates operation of the yoke VOR radial selector (310) to selectthe VOR radial signal displayed by the VOR radial indicator (250) andthe first officer VOR radial indicator (450).
 16. The aviation yoke HSIinterface and flight deck control indicator and selector safety system(100) of claim 15, wherein the side control selector (800) is positionedon the captain yoke (14).
 17. The aviation yoke HSI interface and flightdeck control indicator and selector safety system (100) of claim 15,further including a first officer side control selector (900) having afirst officer captain side selector (910) and a first officer copilotside selector (920), wherein the first officer side control selector(900) is in electrical communication with the multi-controlled HSI(200), the yoke VOR radial selector (310), the first officermulti-controlled HSI (400), and the first officer yoke VOR radialselector (510), whereby (i) operation of the first officer copilot sideselector (920) facilitates operation of the first officer yoke VORradial selector (510) to select the VOR radial signal displayed by thefirst officer VOR radial indicator (450); (ii) operation of the firstofficer captain side selector (910) facilitates operation of the firstofficer yoke VOR radial selector (510) to select the VOR radial signaldisplayed by the VOR radial indicator (250); and (iii) operation of thefirst officer captain side selector (910) and the first officer copilotside selector (920) facilitates operation of the first officer yoke VORradial selector (510) to select the VOR radial signal displayed by theVOR radial indicator (250) and the first officer VOR radial indicator(450).
 18. The aviation yoke HSI interface and flight deck controlindicator and selector safety system (100) of claim 17, wherein thefirst officer side control selector (900) is positioned on the captainyoke (14).
 19. The aviation yoke HSI interface and flight deck controlindicator and selector safety system (100) of claim 15, furtherincluding a first control unit (1000) in electrical communication with:(i) the multi-controlled HSI (200) and the yoke VOR radial selector(310); and (ii) the first officer multi-controlled HSI (400) and thefirst officer yoke VOR radial selector (510), wherein the first controlunit (1000) facilitates operation between: (a) the multi-controlled HSI(200) and the yoke VOR radial selector (310); and (b) the first officermulti-controlled HSI (400) and the first officer yoke VOR radialselector (510).
 20. The aviation yoke HSI interface and flight deckcontrol indicator and selector safety system (100) of claim 15, furtherincluding a first control unit (1000) and a second control unit (1010),wherein (A) the first control unit (1000) is in electrical communicationwith the multi-controlled HSI (200), the yoke VOR radial selector (310),and the second control unit (1010), wherein the first control unit(1000) facilitates operation between the multi-controlled HSI (200) andthe yoke VOR radial selector (310); and (B) the second control unit(1010) is in electrical communication with the first officermulti-controlled HSI (400) and the first officer yoke VOR radialselector (510), wherein the second control unit (1010) facilitatesoperation between the first officer multi-controlled HSI (400) and thefirst officer yoke VOR radial selector (510).